Alternating-current intermittent-induction-type train control



' Dec. 10, 1929. A; G. SHAVER ALTEHNATING CURRENT INTERMITTENT INDUCTION TYPE TRAIN CONTROL 3 Sheets-Sheet 1 Filed Oct. 10, 192] gwuemdtoz I Dec. 10, 1929. SHAVER 1,738,736

ALTERNATING CURRENT INTERMITTENT INDUCTION TYPE TRAIN CONTROL Filed Oct. 10, 1921 3 Sheets-Sheet 2 saw Q7 Amp/u} g [libs/lion Dea 10, 1929- A. a. SHAVER 1,738,736 1 ALTE RNATING CURRENT INTERMITTENT INDUCTION TYPE TRAIN GONTRQL "Filed Oct. 10, 192] 3 Sheets-Sheet 3 gmwntoz ,A. (RS/taverattorney Patented Dec. 10, 1929 UNITED PATENT Fries ARCHIBALD G. SHAVER, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE REGAN SAFETY DEVICES COMPANY, Inc, on NEW YORK, N. Y., A; CORPORATION on NEW YORK ALTERNATING-CUIRENT IN'IIEJRJMHH'PJ!EN!!!-I1\TDU'CJJIOIN-TYPE TRAIN CONTROL Application filed October 10, 1921. SerialNo. 506,595.

- caution and danger track conditions to produce corresponding clear, caution and stop effects on the train.

.A principal object of the present invention comprehends the provision of an induction train control system in which train carried mechanism is operated to produce a plurality of effects such as proceed, speed restrictive and stop effects responsive to the cooperation between train and track magnetic elements or inductoriums with the train carried mechanism given a deenergizing or tripping operation in each section or block so as to condition the same for further operation and so as to determine the operability thereof to keep the same in proper Working order at all times.

A further principal object of the invention relates to the provision of an induction train control system of the type referred to in which the train and track magnetic elements or inductoriums are operated by train carried energy.

Further objects of the invention relate to the provision of an induction train control system in which the train carried mechanism includes a pneumatic valve electrically controlled over a normally closed vehicle circuit, and employing a combined reservoir and brake valve of the type shown in my copending Patent No. 1,411,526 of April 4, 1922,

in addition to a speed circuit controller similar to that shown and described in my copcnding application filed June 10, 1919, Serial No. 303,191, whereby the pneumatic valve, normally maintained energized when the train is moving from one point to another, continues to be energized under clear and caution conditions, but is deenergized under danger conditions, the said pneumatic valve being placed under the control of the speed circuit controller under caution conditions.

Still further objects of the invention are the provision of an inductive train control system of the nature referred to in which an alternating'current or like source of energy is employed, the present invention being particularly an improvement on the induction train control system disclosed and claimed in my copending application Serial No. 422,598 of November 8, 1920; and the provision of an intermittent induction type of train control system in which an alternating current generator or like source of energy is carried upon the train and is connected to influence inductively coupled coils in the nature of a transformer, the magnetic flux to the secondary coilof which is shunted by movement of the coils over-a roadside magnetic element to produce or initiate in each track section or block an initiating, deenergizing or tripping operation of train control mechanism, cooperating inductoriums responsive to track conditions being provided for determining the further state of operation of the train controlled mechanism after such initiating operation and for resetting or restoring the same under a proceed track condition.

To the accomplishment of the foregoing and suchother objects as may hereinafter appear, my invention consists in the elements and their relation one to the other, as hereinafter particularly described and sought to be defined in the claims,reference being had to the accompanying drawing which shows a preferred embodiment of my invention, and in which Figure 1 is a diagrammatic view of thecomplete apparatus for producing clear, caution and stop effects on the train, as carried by. the locomotive or vehicle, while a portion of the roadside apparatus is illustrated.

Figure 2 is a view of a modified system for producing clear and stop or limited speed control effects.

Figure 3 is a side elevation of a transformer in conjunction with an adjacent portion of the rail.

Figure 1 is an end elevation thereof, showing the two rails.

Figure 5 is a plan view of the same.

Figure 6 is a view looking from the end thereof, showing the relative arrangement of the inductoriums and the receiving and trans mitting coils thereof. I

Figure is a plan view showing the general scheme as applied to curve protection.

Figure 8 is a detail view of the resetting I transformer used as above.

Figure 9 is a diagrammatic view showing the present inductive arrangement as applied to road-crossing bells'or signals. I

Referring now more in detail to the draw ings, and more particularly to Figs. 1 and 3 to 6 thereof, there is provided, as disclosed in my copending application Serial No. 422,598, a train control mechanism which comprises the electromagnet M active for controlling the operation of the combined reservoir and brake valve N, the detail construction of which is set forth in my Patent No. 1,411,526 of April 4, 1922. The electromagnet Mis controlled by a two-element relay BB'; when the currents in the elements B-B are in phase as under clear track conditions, the

contacts 67 68 and 69 controlled by the relay are caused to assume the full-line position shown in Fig. 1, and when the-currents are out of phase, as for example 180 out of phase, as

under caution track conditions, the saidv contacts are caused to assume another pOS1-.

tion as the inclined dotted-line position, and when either of therelay elements BB' is deener 'zed, as under danger track conditions, t e contacts are caused to open and as sume a neutral vertical dotted-line position shownin Fig. 1.

With this operation of the relay BB, un-

der clear roadside conditions the electro-v magnet M is energized to produce a train proceed effect in the valve N, the electromagnet M bein normally energized from a train carried a ternating current source of energy G by the following circuit: generator G, conductors 2, 3, 4, 30 and 32, contact 69 in full line position, conductor 29, electromag net M, and conductors 28, 27 and 78 to the generator G.

vUnder caution roadside conditions the train controlling mechanism MN is placed 111 circuit with a speed circuit controller S so as to roduce a vehicle speed restrictive efiect,

. the c ectromagnet M being energized when the train is proceeding at or below, and being deenergized when the train is proceedin above a predetermined or permissive-spec the said circuit including the generator G, conductors 2 3, 4 and 30, contact 77 of the speed circuit controller closed when the train is running at or below a predetermined speed and opened when the train exceeds such pre-- determined speed, conductor 31, contact 69 in the inclined dotted line position, conductor 29, magnet M, conductors 28, 27 "and 78, to generator G. v I Under danger track conditions with the contact 69 in a neutral vertical position, the circuit to the electromagnet M is opened, the electromagnet deenerg'ized and the valve N operated to set the brakes of the tr in and to disconnect the engineers brake valve from the main reservoir as disclosed in my Patent No. 1,411,526 above mentioned.

For normally maintaining therelay contact 69 in either of its full or dotted line positions to maintain unlimited speed or restric tive speed efle'cts on the train, I- provide a stick circuit including one element of the relay B--B and'c'ontrolled by anothertwo-element relay AA. For normal or unlimited speed conditions the stick circuit comprises the generator G, conductors 78, 332 and 331, armature contact controlled by the element A of the relay, conductor 431, resistance R, conductor 16, armature 67 in full line positi'on, conductors 10, 14 and 79, element B, conductors 55, 13, 12and 11, armature contact 68 in full line position, conductor 15, resistance R, conductor 432, armature 66 controlled by relav element A, and conductors 333 and 1 back to generator G The element B of the relay BB is energized through the circuit including the generator G, the conductors 7, 47, 48 and 2. Under these normal conditions the currents in the elements B-'B'---are in phase, and the contacts 67, 68 and 69 are actuated by the relay to assume and maintain the full line position.

When the currents in the elements B-B are out of phase, as for exam le180 degrees,

.out of phase, this being a con ition produc by means to be described hereinafter, the con tacts 67, 68 and 69 are moved to the righthand dotted line position and are retained in this positionrby the" train stick circuit as fol lows: from generator G, conductors 78,332, 331, contact 65, conductor 431, resistance R,

conductor 16, contact 67 in dotted line .posi-' tion, conductors 20, 13 and 55,element B,con ductors 7 9, 14, 17 and 18, contact 68 in dotted line position, conductor-15, resistance R, conductor 432, contact 66 and conductors 333 and 1. -With this-circuit it will be noted that the current in the elements B-B are out of phase and the stick circuit will therefore maintain the contacts 67.to 69 in their dotted line positions.

Under danger track conditions the stick circuit is broken by the opening of the conweaves under the control of a block signalling system or similar means and bein influenced by the same to respond to sa e, caution and danger track conditions, and to indicate such conditions, and the vehicle inductoriums being arranged for movement over the roadside inductoriums' and to cooperate with the latter to receive and transmit the indications of the same to the train circuits and to the relay B-B to correspondingly infiuence'and operate the same. To these ends I provide a train transmitting inductorium 63 having the coil 60 connected to the vehicle source of energy G by means of the conductors 2 to 7 inclusive, and a train receiving inductorium 64 having a coil 62 connected to operate and controla normally deenergized two-element relay C-C, the element C being connected to the inductor-ium coil 62 by means of the conductors 41, 42 and 76, a condenser L being employed in this circuit to correct the phase of the current therein, that is, to return the current to its actual phase relation relative to the various transformers herein set forth should the same be caused to lag, the said condenser operating so that the phase will correspond with that delivered directly from the generator terminals, the element C of the relay being connected to the generator G by means of the conductors 2, 50,49 and 7. For cooperation with the train transmitting and receiving inductoriums, I provide roadside receiving and transmitting inductoriums 63 and 64, the said inductoriums being provided with the coils 60 and 62 electrically connectedby means operative to reverse and said inductoriums, the said means comprising the make and break contacts 7 2'and 73 under the control of a home relay H and the pole changing contacts 74 and 75 under the control of a distant relay D, energization of the home and distant relays H and D taking place under safety track conditions resulting in the positioning of the contacts as shown in Fig. 1 to connect the coils 60 and 62' by means of the circuit including the conductor 39, the contact 72, conductor 38, contact 74, conductor 36, coil 62, conductor 35, contact 75, conductor 34, contact 7 3, conductor 33, and coil 60. When under caution track. conditions the relay D is deenergized, the contacts 74 and 75 are released to reverse the circuit connections between the coils 60 and 62. When under danger track conditions the home relay H is deenergized, the contacts 72 and73 are the coils 60 and 62.

With this construction, it will be seen that in the movement-of the train and in the passage of the train inductoriums over the track inductoriums, an impulse will be transmitted from the train transmitting inductorium 63 to the track receiving inductorium 63, and that such impulse maybe transmitted in a relay BB to break the circuit connections between the actuated to break the connections between a given phase or. in an opposite phase under safe and caution conditions respectively,

the transmission,'modification or inhibiting of the impulse received by the inductorium 60 being controlled by the circuit make and break and polechangingdevices which in turn are influenced by the home and distant relays and D of the block signalling system. It

will be noted that the cooperation between the train and track inductoriums is momentary as the former moves over the latter in the move-. ment of the vehicle, a set of track inductoriums being provided for each section or block of the trac v Controlled by the relay C--C there are provided contact armatures and 71 which under normal conditions assume the vertical dotted line positions shown in the figure due to the normal deenergization of the element C, the said contacts being moved to the fullline position shown when the element C is energized with current in phase with the energizing current in the element C, and being moved to assume the inclined dotted line position shown in the figure when the element Cl1 s energized with current of an opposite ase. p When under safe track conditions, the contacts 70 and 71 are made to momentarily assume full line position, the element B of the is energized by the closing of the following circuit; generator G, conductors 2, 3 and 9, armature? 1 in full line position, conductors 19, 12, 13 and 55, element B, conductors 79, 14, 17, 21 and 25, contact 7 O in full line position, g1zat1on element B by means of the following circuit:

generator G, conductors '2, 3, 9, contact 71 dotted line position, conductors 24', 21, 17, 14, 79, element B, conductors 55, 13,12, 19 and 23, contact 70 in dotted line position, and conductors 22 and 7. With the closing of this circuit the element B isenergized by curv rent opposite in phase to that in the element B, and the contacts 67 to 69 are moved to the inclined dotted line position to close the stick circuit and the circuit including the electromagnet M and the speed controller S, producbeing always energized from. the generatoring caution or speed restrictive conditions on the train.

When under danger track conditions the element C is not energized, the controlling or operating circuit of the element B is not closed, and should the contacts 67 to 69 be in the vertical dotted line osition, the said contacts will remain in such position for producing a stop effect on the train.

' For the purpose of conditioning the vehicle carried mechanism for operation andcontrol by the train and track inductoriums so that the train circuits are madetto respond to the indications of the track inductoriums, and for the further purpose'of automatically giving the train control apparatus a test operation in each section or block in order to automatically check the operability of -the same at all times, there is provided cooperating train and track magnetic means for periodically decnergizing the element B of the relay BB', and more specifically for opening the stick circuit thereof at the contacts 65 and 66. To this end the relay AA heretofore mentioned is provided, the element A thereof G and conn'ectedthereto by means of theconductors 1, 333, 351, 341,332 and 78, the element A being connected to be energized by a coil D by means of the conductors and 46, the said coil D being inductively coupled to another coil J which in turn is connectedto .be energized by the generator G by means of the conductors 1, 26, 2:7 and 78. The inductively coupled coils Dand J comprise or constitute a transformer provided with afcore having magnetic reluctance between the coils,

' the said magnetic reluctance being preferably provided by an air gap V between the pole pieces Eiand F ofthe transformer cores, the coils J andD constituting the primary and secondary coils respectively of said trans former. Cooperating with the transformer D-J there is provided for each section or block an inert track element I which is intended for cooperation with extended pole pieces F forming part of the core piece of the primary coil J, the pole pieces F being adapted to cover the track element I in the passage of the vehicle thereover. l Vith this construction it will be seen that normally when the train isrunning between track elements, the magnetic flux transmitted through the pole pieces F and E induces a current in the coil D sufficient to energize the element A'of the relay to normally keep the armatures '55 and 66 closed. When the transformer DJ covers the track element 1, the magnetic flux passes from the core piece of the coil J down to one leg F thereof to the track element I and through said element to another leg F of the core piece as clearly shown for example in'Fig. e of the drawings,

the passing of the flux through the inert traclr element I resulting in a diverting or shunting of-the magnetic flux from the core piece E-E of the coil D, the coil D being magnetically shunted, causing a substantial deenergization of the relay element A, with the result that position, conditioning the relay for response tothe operation of the trainand track induc toriums heretofore described, the train and track inductoriums being brought into (30- operative relation immediately after the shunting operation of the coil D takes place, as will clearly appear from a consideration of Fig. 1 of the drawings, the time interval between the'shunting action and the operation of the inductoriums being insuflicient to permit the brakes of the train to be set.

Experiments-seem to indicate that the the ory of operation or action of the transformer combination DJ and of the inductive infiuenceof the inertinductor I to produce the magnetic shunting of the secondary of the transformer or shunting or diverting of the lines of flux may be taken substantially as follows, it being understood, however, that this theory of operation is given by way of explanation only, and not by way of limitation of the invention:

If we let M=total M. M. F., the magneto motive force in the magnetic circuit of the transformer DJ.

R =reluctance of the primary J.

R ,=reluctance of the remainder of the magnetic circuit.

Then

Equation (1) shows that the total magnetomotive force is made up of the magnetomotive force active on the primary and the magnetomotive force active on the remainder of the magnetic circuit. In Equation (2) the quantity all; may be considered the magnetic potential difference which is effective on the remainder of the magnetic circuit for energizing purposes and more particularly for energizing the secondary D. 1

vWhen the vehicle carried transformer D-J moves over the track element 1, two-effects are produced, substantially as follows:

(a) when the vehicle carried transformer inductor moves over the track element. the flux b increases and since R, is constant,the product 43, increases, and from Equation (2) it will be seen (assuming M to remain constant) that the effective magnetic potential difference qbR, operative for energizing purposes decreases so that the energizing current for the relay A-A is effectively decreased.

(b) The magnetomotive force M, however, does not remain constant. When thevehicle carried transformer moves over the track element, the reactive effect onthe vehicle carriedinductor due to the decrease in reluctance in the magnetic circuit produces a decrease in the magnetomotive force since the inductance of the energizing primary. coil is increased with a corresponding decrease in energizing current, The'magnetomotive force (ampere turns) therefore is decreased and thus the difference between this andqbR is decreased still further, the resulting magnetic potential difierence active for energizing the secondary being thereby still further reduced. Experiments appear to determine that the decrease in the magnetic potential difference due to the first eifect (a) is the-more predominant of the two, the resultant change being due substantially to this factor, the

magnetic flux through the secondary being therefore actually shunted or diverted, although part of the total magnetic flux is somewhat decreased due to the second mentioned factor (b).

The operation of the system thus far described WiIlin-the main be apparent from the above detailed description thereof. It will be seen that in each section. or block the inert magnetic shunting member I of the track mechanism will momentarily magnetically shunt the coil D, causing an opening or tripping of the stick circuit to the relay element B", releasing the armatnre'contacts 67 to 69 thereof. Immediately after this shunting or tripping action the-train and track inductoriums 63, 64 and 63'" and 64', are brought into cooperation to determine the further state of operation of the relay element B. Under safe track conditions an impulse is transmitted to the train inductorium '64 to momentarily operate the reset relay element C to actuate the contacts70 and 71 to normal full. line position, this in turn closing a circuit to the relay element B to energize the same with in phase current, such energization resulting in the contacts 67 to 69 assuming their full line position for closing the stick circuit and the circuit of the electro-' magnet M, the said stick circuit being thereafter maintained closed by. the re-energiza-' tion of the relay element A after the passage of the transformer DJ beyond the track element I. Under caution track conditions an impulse of opposite phase will be transmitted to the train inductorium 64 for moengineer so as to cause causing the energization of element B an out of phase current so that the armamentarily ener izing the element C with .outof phase current, this momentarily closin an energizing circuit to the relay element' with an out of phase current energizingthe same for moving the contacts 67 to 69 to their dotted line positions, placing the train under speed restrictive operation. Under .danger track conditions no impulse is transmitted to the train inductorium, with the result that the relay, element C remains deenergized and the relay element B is un-' energized and the contacts controlled thereby I remain in neutral circuit opening position for bringing the train to a halt.

After the train has'been brought to a halt,

the same may be again set in motion by the operation of a release key K operated by the the members and 81 to connect the relay element B to the generator G by means of the circuit including. the generator, conductors 2 and 54, member 81,condu ctors 53 and 79, relay element B, conductors 55 and 51, member 80, and conductor 52 to the generator G, this connectiorfi wit ture contacts 67 and 68 will be moved to the inclined dotted position, thus placin the speed circuit controller in circuit wit the electromagnet M so that the train can pro ceed under or at a predetermined speed only.

The resistances R and R which are placed in the train stick circuit in line with the conductors 16 and 15 respectively are provided in order to prevent amomefitary shortcircuiting of the generator G which would take place should the vehicle be standing in a position with the train inductoriums in inductive relation to the track inductoriums,

' with the track condition suddenly changed from clear to caution. I

In the diagram as shown in Fi 2 the same system is shown in a simplifie form, the system being used only for producing the stop or speed limiting effect. Inthis instance a generator G is employed, and is connected to control the coil J of a transformer D -J by means of the conductors 1?, 3, 7' and 2, the coil J bein provided with the core pieces or legs F an F1, which correspond to the; same elements as shown in Fig. 1. The relay- A. is supplied with alternating current through the transformer 1 D transformer action taking place between the core pieces E the air gap 'V'. This rela is normally held energized through the oillowing circuits which include the rimary circuit comprising the generator 8 conductors 2, 7, coil J, conductors 3 and 1, this causing current to be-inducedsin the coilD of the secondary and F and through circuit comprising the said coil, conductors" 9 and 10 armature contact 26*, conductors l3? and 12", coil A. and conductor 8. The armature 26 is a, stickarmature, the relay A being in-astick circuit controlled bythe transformer D '"J. which in turn is controlled tooperateas followsz'The legs or branches F of theco'recf the primary'coil J of the transformer are so proportioned that when the transformer moves over the inert magneticelement I the magnetic field of the coil J ;is :completed through the element P-and the magnetic lines of flux are shunted from the 'core of secondary coil D of the transformer, theelement I thus acting as a shunt for the-magnetic field energizing-the secondary coil, causing the deenergization of the relay A and the opening ofthe commerce, said coil A remaining deenergized until restored as hereinafter explained' The operation of the vehicle carried inductively coupled coils and the roadside inductor when a tripping effect is produced is therefore to effect a change in the energy orflux transference between the primary and secondary coils of. the inductively coupled coils such as to effectively deenergize the relay A for tripping the train or coil 62 adapted to cooperate with the .vehicle inductorium coil 62".v Both of the coils 60 and-62 which preferable,although not necessarily, have an 'iron core, are included in the following circuit: the coil 60", conductor 23,circu1t controlling switch 30, conductor 20, coil 62, conductor 21?, circuit controlling switch 29, and the conductor 22.

The train inductorium coil 62 controls a relay C by a circuit including the conductor 17, coil 62, and the conductor 16. The relayC controls the armature 28, which is included in the following circuit: conductors 35*, 15, and 9, coil D conductors8, relay A conductors 12", 14 and 36, and the contact 28. Normally this circuit is open. When, however, the coils 60 and 62are'positioned over the track coils 60 and 62, pro- 'vided that the switches 29" and 30 are closed,

then current is induced through the coil 60 in the coil 60*,energizing the 'c1rcuit con necting it with the coil 62", and alsoenergizing the same, which in turn energizes the coil 62 and which establishes -a current to energize the relay C Contact'28, is therefore attracted, energizing coil A in turn attracting the armature contact .52 6 so thatthe coil of the relay A is again energized through the coil *D ywhich latter has become energized again. as soon as the pole pieces F and F are without the influence of the trackelementP. w

The magnet M is includedi-n the following circuit, namely,'generator G conductors 1*, 3, and 5, contact 27?, clo'sed on its front contact, conductors 4*,yIyP, '6, 7 and 2?. It will be noted that as soon as the contact 27* is open, magnet M is de-energized,so that the brakes are applied and the train brought to a stop through the combined reservoir and brake valve N In order to reestablish the circuit, the release key K must be operated,

which causes the energization of-the'relay A through the conductors 31, 15 and 9", and the coilD which is energized, conductors -8 relay A and conductors 12 14 and 32 This action causes the energization ofthe magnet N 2 and consequently restores the valve M to'normal position.

In order that the present apparatus may be used' for curve protection the circuits as illustrated in Figs. 7 and 8, which are slight modifications of those shown in Figs. land 2,

are employed. In these circuits the inductorium or inert magnetic element J 4 is located exteriorl of the track at the beginning of the.

curve, w ile inductor-iums 63" and 64' are 10- cate'dat the end of the curve, thus providing a means that will cause the transformer A p to be-operated by the inductorium J 4 for re ducing the speed of the train while making the curve, train inductoriums 63 and 64 be ing operated by the track inductoriums' 63 and 64 for restoring the vehicle apparatus to permit it to procced'under normal condiv tions after rounding the curve. The vehicle circuit arrangement consists primarily of the generator G? which controls the coil D of the'transformer A similar to that heretofore described, which controls the energization of the train inductorium 64. .The inductorium 63 is connected to operate the relay R the latter controlling the stick armature 1, while the transformer A is connected to operate the relay R for controlling the stick armature 1'. The relay R is provided with the armature contacts 1' and r for controllin the connection of the electromagnet M and the s eed circuit controller S across the termina s of the generator G, themagnet being connected across the generator terminals when the armatures r and. r" are in their upper or full line position and the electro-.

magnet M being connected in series with the speed circuit controller S across the generator terminals when the armatures r and r aremoved to release, dotted line, positions shown in the figure. With this construction it will be seen that as the transformer A asses the inert element J the relay R will 'e deenergized and the stick armature 1' will be released to in turn deenergize the relay R, both of whose stick armatures 1" and 7'" will assume dotted line position and thus contoriums 63 and '64", at which time the relay R will be momentarily energized, attracting the armature r placing the relay R in circuit with the armatures a" and T the relay B being thereby energized to attract its armature contacts to full position and hold the same in such position.

Fig. 9 shows the bell B in circuit with the battery B which is controlled by the -relay C which is connected in circuit with the track transformer 63 so that every time the vehicle transformer passes thereover the bell circuit will be closed, thus ringing the bell at a road crossing.

While there has been illustrated an arrangement of circuits and a possible location ofthe apparatus upon the trackway, I

do not wish to be confined to this particular arrangement, as. it well understood that there are other arrangements of circuits that 'may be used that will yield the same results as herein indicated and set forth;

Although the apparatus is illustrated only as applied to t'rackway and trains, it is apparent that it can be used with any form of.

apparatus where a moving element is to be controlled along a predetermined pathway such as" cableways,'-store' delivery mechanism or the like.

While I have shown my; device in the pre-.

ferred form, it will be apparent that many changes and modifications may be made in the structure disclosed, without dc nrting from the spirit of the invention, de ed in the following claims,

Wh I la m as new i In an alternating current inductive train contro y em, ehicle arried train contrql m chani m, means, fo period ly influencing the sam n the In r ment of th v hic o a o way, m an for per i ally de rmining he urther sta i cperetion of he ine wh n s0 influenced compr in Yer hicl impul e t an mitting and. receiving nctorinms, an a ternating current source of en gy refor, and, track impul e receiving a transmitting, indnctcrium cooperat ngtherewith, r 'i I an alter ating cur n inductive tra n control system, vehicle carried train. control.

m chani m, in uc i e means f r p iodica y nfl n ng h same in th m vement f the same in the movement of the vehicle over a roadway, and means for determining the operation of the same when so influenced including cooperating vehicle and roadside magnetic elements, and a vehicle alternating current source'of energy for energizing the vehicle magnetic element by way of the roadside magnetic element. l

4. In an alternating current train control system, vehicle carried mechanism, means comprising roadside mechanism for influencing the same in the movement of the vehicle to produce a controlling effect therein, and means for determining the state of operation thereof.when the same is controlled including cooperative vehicle and roadside inductive elements and a vehicle alternating current source of energy for operating the said inductive elements.

5.. In an alternating current induction traincontrol system, vehicle carried'mechw' nism including-a normally closed operating circuit, means comprising roadside mechanism for opening the circuit in the movement of the vehicle, andmeans for determining the further state of operation thereof including cooperating vehicle and roadside inductive elements; and a vehicle alternating current source of energy for operating the inductive elements.

6. In an alternating current induction nismincluding a normally closed operating circuit, a vehicle alternat1ng-current source termin ng h urth r state of operat o ther of in lu ing perating vehic e and train control system, vehicle carried mecharo sid nd cti e. elem nts connect r op a ion t said s urce; of energy.

7. In an. alt rnat ng urrent induct t ain controhsystein, vehicle carri d. m hani m, ans n lud ng road de mech nism 'f r in flnencing th s m i n th incvem nt f the hi e to pr uce a predete mined e iiect th ein, mea s op rable. when th ein n oinfiuenced 17 in d tying the 'eiiect unde g ven track nd t ons tn prednce a d fferent e ect therein, th att r in ans' ccin ri ing c opera ive hi e and road id innctive e m nts,v nd a. vehi l alternating current s ur e of energy i e p rat ng Said e e m rit r 8. In an alternating current inductive train control system, vehicle carried mechanism, means including roadside mechanism for influencing the-same in the movement of the vehicle to produce a danger eflect therein, means operable when the same is so influenced for differently modifying the effect under safe and caution track conditions to produce proceed and speed restrictive effects 1 therein, the latter means comprising cooperative vehicle and roadside inductive ele ments, and a vehicle alternating current source of energy for operating said elements.

,. 9. In an alternating current induction train control system, vehicle, carried mechanism, means including roadside mechanism for influencing the same in the movement of the vehicle to produce a danger effect therein, means operable substantially when the same is so influenced for modifying the effect under safe f and caution track conditions to produce safe and caution effects, the latter means comprising vehicle transmitting and receiving inductoriums,

*track receiving and transmitting inductoriums cooperating therewith, a vehicle alternating current source of energy for generatingimpulses in said track receiving in ductorium for transmission to the track transmitting inductorium in the movement of the vehicle, and roadside means operable in response to track conditions for governin the characteristic of the impulse transmitted to the track transmitting inductorium. v

10. In an alternating current train control Y system, vehicle carried mechanism including a train controlling means and a speed controller, means includ ng roadside mechanism for influencing the train controlling means in the movement of the vehicle, means for determining the operation of the same when so influenced including cooperatlng vehlcle androadslde inductive elements operable in response to track conditions,-a vehicle alternating current source of energy for operating the inductive elements, and provisions for placing the tram controlling means under the control oi: the speed controll r when I the inductlve elements cooperate under cautionary track conditions.

11. In an alternatin current inductive train control system, ve icle carried mechanism and provisions for controlling the same,

said provisions including an impulse transmitting roadside inductorium, an impulse receiving vehicle inductorium, means including a vehicle alternating current source of energy for producing an impulse in said roadside co inductorium, and roadside means for governing the direction of'fiow of said impulse to said roadside inductorium. 1

12. In an alternatin current inductive l3?tl11 control systcm, ve lcle carried mechao5 nism and provisions for controlling the same,

said provisions including an impulse transmitting roadside'inductorium, and impulse receiving vehicle inductorium, means including an alternatin current source of energy for producing an impulse for transmlssion to said roadside inductorium, and roadside means operative for effecting, modifying and inhibiting the transmission of such impulse to selectively produce any of three difi'erent conditions in said inductorium.

13. In an alternating current inductive train control system, vehicle carried mechanism and provisions for controlling the same, said provisions including an impulse transmitting roadside inductorium, an impulse receiving vehicle inductorium, means includlng a vehicle alternating current source of energy for producing an impulse for transmission to said roadside inductorium,- and roadside means operative for effecting, modifying and inhibiting the transmission of such impulse, said roadside means including a pole changer and a make and break device.

14. In an alternating current induction train control system, vehicle carried mechanism and provisions for controlling the same, the said provisions including roadside receiving and transmitting inductoriums, ve-

hicle transmitting and receiving inductoriums, a vehicle alternating current source of energy therefor, and means for connecting the roadside inductoriums operative to reverse circuit connections therebetween.

1-5. In an alternating current induction train control system, vehicle carried mechanism and provisions lor controlling the same, the sald provisions including roadside receiving and transmitting inductoriums, vehicle transmitting and receiving inductoriums a vehicle alternating current source of energy therefor, and means for connecting the roadside inductoriums operative to reverse circuit connections and for breaking circuit connections therebetween. I Y

' 16. In an alternating current inductive 11o train control system, vehicle carried means and provisions for controlling the same to produce safe, caution and danger effects therein including a roadside inductorium system, a vehicle-inductorium system 1 5 produce safe, caution and danger effects therein including a roadside inductorium system, a vehicle inductorium system cooperating therewith, a vehicle alternating current source of energy for energizing the inductoriumsystems, and roadside mechaand danger track con- 120 nism for controlling the same to, respond to safe, caution anddanger track conditions, a circuit' changer and a make and break device.

- 18. In an alternating current train inductive control system, vehicle carried means operative to produce a predetermined eflect. roadside means for producing such effect, and means for modifying such effect including a vehicle inductive impulse receiver, a roadside inductive impulse transmitter independent of said roadside means with which -said receiver is cooperable substantially when such effect is produced, and an alternating current-source of-"electrical energy on the vehicle for energizing the inductive transmitter; and receiver.

19. In an alternating current inductive train control system, vehicle carried mechanism, means including roadside mechanism for influencing the same in the movement of the vehicle to produce a given effect therein under a given track condition, means operable substantially when the same is so influenced for producing-either of two other elf-eats therein under either of two other track conditions, the latter means comprisingcooperative vehicle and roadside magnetic elements and a vehicle alternating current source of energy for operating the same.

20. In an alternating current induction train control system, vehicle carried mechanism, means including roadside mechanism for influencing the same in the movement of the vehicle to produce a given efiect therein under a given track condition, and vmeans operable substantially when the same is so influenced for producing either of two other efiects therein under either of two other conditions, the latter means comrising vehicle transmitting and receiving inductoriums, track receiving and transmitting inductoriums cooperating therewith, a vehicle alternating current source of energy for generating an impulse in said track receiving inductorium for transmission to the track transmitting inductorium in the movement of the vehicle, and roadside means operable in response to track conditions for governing the characteristic of the impulse transmitted to the track transmitting ii'nductorium.

21. In a train control system, in combination,.vehicle mechanism comprising a transformer including primary and secondarycoils having a magnetic path containing re-' luctance and roadside mechanism comprising a magnetic shunt operative when the vehicle mechanism moves in proximity thereto for shunting the magnetic flux from the secondary of-the transformer.

22. In a train control system, in combination, vehicle mechanism comprising inducsaid roadside mechanism including t-ively coupled coils and roadside mechanism comprising a magnetic memberoperative when the vehicle mechanism moves in proximity thereto for magneticallyshunting one 1 of said coils.

23. In a train control system, in combination, vehicle mechanism comprising a pair ofinductively coupled coils, vehicle control means influenced by one of said coils, a source of energy connected to the other of said coils, and roadside mechanism comprising a magnetic member operative when the' vehicle mechanism moves in proximity thereto for magnetically shunting one of said coils, for operating said vehicle control means. 4

24. In a train control system, in combination, vehicle mechanism comprising inductively coupled coils and roadside mechanism comprising a magnetic member operative when the coupled coils move in proximity thereto for magnetically shunting one of said lation therewith, and means for determining the further state of operation of the mechanism when so influenced.

26. In a train control system, vehicle car ried mechanism, means for influencing the same 1n the movement of the vehicle over'a roadway comprising a vehicle carried transformer including primary and secondary coils having reluctance in the magnetic path between the same and a'roadside element for shunting the secondary coil when the transformer is brought into magnetic relation therewith,. and means for determining the further state of operation of the mechanism when so influenced including cooperating vehicle and roadside magnetic elements.

27 In a train control system, vehicle car- I ried mechanism, means for influencing the same. in the movement of the vehicle to produce a controlling effect therein, said means comprising a vehicle carried transformer including primary and secondary coils, and a roadside element for shunting the secondary coil when the transformer is brought into magnetic relation therewith, and means for I determining the further'state of operation of the mechanism when the same is controlled.

28. In a train control system, vehicle car ried mechanism, means for influencing the same in the movement of the vehicle to pro duce a controlling efl'ect therin, said means comprising a vehicle carried transformer including primary and secondary coils having reluctance in the magnetic path between carried transformer including primary and secondary eolls having reluctance 1n the magnetic path between the same and a roadside element .for shunting the'secondary coil when the transformer is brought into magnetic re-' lation'therewith, and means for determiningthe further state of operation of said circuit including cooperating vehicle and roadside magnetic elements.

30. In an inductive train control system, vehicle carried mechanism, means for influencing the same in the movement of the vehicle to produce a predetermined efiect therein, said means comprising a vehicle car.- ried transformer including primary and secondary coilshaving reluctance in the mag netic path between the same and a roadside element for shunting the secondary coil when the-transformer is brought into magnetic relation therewith,-and means operable when the mechanism is so influenced for modify-' ingthe eflect under given track conditions to produce a different effect therein, the latter means comprising cooperative vehicle and roadside magnetic elements.

31. In a train control system, vehicle carried mechanism including a train controlling means and a speed controller, means for influencing the train controlling means in the movement of the vehicle comprising a vehicle carried transformer including primary and secondary coils having reluctance'in the mag;- netic path between the same and a roadside element for shunting the secondary coil when the transformer is brought into magnetic relation therewith, and means for determining the operation of the train controlling means when so influenced including cooperating vehicle and roadside magnetic elements operable in response to track conditions, and

provisions for placing the train controlling means under the control of the speed controller when the magnetic elements cooperate undenpredetermined track conditions.

32. In an inductive train control system, vehicle carried mechanism, means for influencing the same in the movement of the vehicle to produce a given effect therein under a given track condition, said means comprising a vehicle transformer having primary and secondary coils provided with a magnetic path having reluctance between thecoils and a roadside element for shunting the secondary coil when the transformer is. brought into.

magnetic 'relation therewith, means operable when the mechanism is so influenced for pro ducing either of two other eifects therein unfurther state of operation of the said mechanism when so influenced comprising vehicle impulse transmitting and receiving inductoriums, a source of energy therefor, and track impulse receiving and transmitting inductoriums cooperating therewith.

34. In a train control system, vehicle car ried mechanism, means for influencing the same in the movement of. the vehicle over a roadway including vehicle carried 1nd11Ct1V-= ly coupled coils and a roadsideelement for magnetically shunting one of saidcoils when the latter are brought into magnetic relation therewith, and means for determining the I operation of the mechanism when so influenced including cooperating vehicle and roadside magnetic elements and a vehicle source of energy for energizing the vehicle magnetic element by way of the roadside magnetic element.

35. In analternating current train control system, vehicle carried mechanism, means for influencing the same in the movement of the vehicle over a roadwa including vehicle carried inductively coup ed coils and a roadside element for magnetically shunting one of said coils whenthe latter are brought into magnetic relation therewith, and means for determining the operation of the mechanism when so influenced including cooperating vehicle and roadside magnetic elements anda vehicle alternating current source of energy for energizing the vehicle magnetic element by way of the roadside magnetic element.

36. Ina train control system, vehicle carried mechanism, means for influencing the same in the movement of the vehicle to produce a controlling efl'ect therein, said means includin vehicle carried inductively'coupled coils and a roadside element for magnetically shunting one of said coils when the latter are brought into magnetic relation therewith, and

means for determining the state of operation I elements.

38. In an'inductive train control system, vehicle carried mechanism, means" for influencing the same in the movement of the vehicle to-produce a predetermined eflect therein, said means including vehicle carried. in ductively coupled coils and a roadside element for magnetically shunting one of said coils when the latter are brought into magnetic relation therewith, means operable] when the.

mechanism is so influenced for modifying the effect under giventrack conditions to produce a different effect therein, the latter means comprising cooperative vehicle and roadside magnetic elements and a vehicle source of energy for operating the same. 39. In a train control system, vehicle car ried mechanism including a traincontrolling means, a speed controller, means for 1nfiuencing the train controlllngmeans in the movement of the vehicle including vehicle carried inductivelycoupled coils-and a roadside element for magnetically-shunting one of said coils when the latter are brought into magnetic relation therewith, means for de- 'termining the operation of the said tram controllingmeans when so influenced includmg cooperating vehicle and roadside magnetic elements operable in response to track conditions and provisions for placing the train controlling means under the .controlfof the speed controller when the ma et1c elements cooperate under predetermined track conditions. y

40. In a train control system the combination of apparatus'on'the moving vehicle comprising arelay, a transformer which ener gizes the relay, means for stopping the train controlled by said relay, a source of energy, two inductoriums' oneactingas a' transmittor and the other as a receiver, a reset relay in circuit with said receiver inductoriu m iand designed to be influenced thereby, and means for restoring said, train stopping me nsty said reset relay thatjthetrain may'continu'e', and apparatus on the track comprising an inertmagnetic element, a receiver inductoriuni, a transmitter 'ind utOrium, a "circuit connecting said' track inductoriumsj and means in said circuit whereby it may be! opened or the relative instantaneous polaritybetween the two track inductoriums may be changed.

41. In a device, for stopping a railway train and for other purposes, the combination of a source of energy, a transformer energized thereby, a deviceenergiz'ed by said transformer, means for controlling the. train and a magnetic element'in the track, so ar:

ranged that when the transformer comes into correspondence with the magnetic element, the flux in the field of said transformer is shunted from the secondary of the trans former, thus causing said device to become operative to influence the train controlling means. i

42. A transformer having a primary and a secondary winding, with an air gap for reluctance between the magnetic cores of said windings, all so, arranged that when said transformer is brought'in'to proximity with a magnetic element flux in said transformer coreis diverted through said magnetic e'l'ement and shunted from said secondary core.

43. A transformer having primary and secondary coils, with an. air ap formag netic reluotancein the magneticjpath connecting said coils, such that when the said transformer is brought into proximity with a magnetic element, fiux in the'magn'etlc path through said primary and secondarycoi'ls is 'divert'ed through'the magnetic element, shunting said secondary coil such that the current in its circuit is so reduced thatany relayin its circuit will be influenced thereby.

44. In a device for stopping a railway train, the combination of a source of energy, a transformer energiz'edthereby, a relay energized from the secondary of said transformer, a plurality of'circuits'under the control of'the relay, and an electro-r'fiagnt air I,

' valve,in one circuit, all" carried on the train,

and a magnetic element located'on theroadside, the arrangement being such" that when there is correspondence between the transformer and the magnetic element the flux through thesecondary coil ofthe transformer is shunted so that the current in its circuit is g'reatlyreduced, thuslcau'sing'the relay to operate and in turn operate the elecand stop the train. i l

45. A combination for'translating a condition through an air gap comprisinga transformer" having a primary and a sectro-m'agnet air'valve apply the airbralres ondary coil with'amagnetic path containing reluctance between the two, a relay in circuit' with said secondary coilfand responsive to fluctuationbf currentthereinfand' a mag that when there" correspondence between said transformer and saidmag'neti'c element, the latter in'flueuces theformer' to shunt f ti f e ent"a way le p iiremi Se transformer by, an airgap, all so arranged magnetic fiuxfrom the secondary and cause (I the relay tooperate. I I I 46. In combination, vehicle carried means tobeoperated according to track conditions including a circuit having a source of fluctuating current and a reactance coil adapted to move past track armatu res to change the characteristics of the circuit to operate said means, an inductive impulse receiver carried by the vehicle and controlling said means to modify the operation thereof, an inductive impulse transmitter connected in circuit with said source of fluctuating current and carried by the vehicle, and controlled means on the track for transferring the inductive impulses from said transmitter to the receiver.

47. In a train cont-r01 system of the type in which the car-carried train control apparatus if initiated continues to be effective until restored, a trackway device for initiatingthe operation of said apparatus constituting an inert mass of iron when in its active condition, and other trackway means for restoring said device comprising two inert masses of iron having windings connected in series in a circuit of low resistance when in their actiie condition. I 48. In a train control s stem of the type in which a brake control mechanism is employed,

7 which if initiated will 'continueto be efl'ective until restored, trackway means acting through'an air gap for initiating saidmechanism; and means for restoring said mechanism comprising, a track element which is energized by a source of energy on the train when the train passes thereb and car-carried means adapted to be in actively influenced by said energized track element. 7

49. In a train control systemgrthe combination with brake control apparatus on a vehicle of the type which continues eifective when set into operation until restored, of traflic controlled means for restoring said apparatus comprising, a source of electrical energyon the vehicle, and means on the trackway energized from said source and governed by electrical circuits which must be closed to permit the restoration of said'appar'atus,

50. In combination, vehicle; carried means to be operated according'to track conditions including a circuit having a'source of fiuctuating current and a devce adapted to move past track armatures to aflect the circuit to operate -said means, an inductive impulse receiver. carried by the vehicle and controlling said means to modifythe o ration thereof,

' an inductive impulse transm tter connected'in circuit with said source of fluctuating current and carriedby the vehicle, and controlled means on the track for transferring the inductiveimpulses fromsaid transmitter to the rei e 51. 'In, an autcmatictrain control system. the combination of means for transmitting danger control influences comprising, carcarried devices and circuits in which each circuitis energized by alternating current, said devices being adapted'to be actuated by trackway devices constituting an inert magnetic body when in their active condition and means for transmitting restoring influences comprising. a car-carried influence transmitting means and a car-carried influence receiving means; and a'trackway device comprising, two tra'ck elements having their coils connected in a circuit when in their active restoring condition.

52. In an automatic train control system, an organization for communicating distinctive initiating and restoring influences from the trackway to a moving car inductively through an intervening air gap comprising, a source of alternating current on the car, .carcarried devices and circuits all normally energized from said source and including a control relay adapted whenever dee nergized to remain in that condition until specially restored, a track device constituting an inert magnetic body in its active stopping condition and if in that condition influencing said car-carried devices and circuits tocause deenergization of said control relay, a normally deenergized relay on the car adapted when energized to restore said control relay to its normal energized condition, and means including a traflic controlled circuit on the trackway for transmitting energy from said source'on the'car to said normally deenergized relay provided said circuit on the trackway is clos d.

53'. In a train control system, the combination with a track device constituting an inert magnetic body in the active stopping condition, car apparatus cooperating with the track device and comprising, a two-element alternating current relay, a source of alternating current, and. inductively associated coils arranged to pass over said track device and have'the reluctance of their magnetic circuits changed by the magnetic qualities of said track device, one of said coils being connected to said source and the other to one field element of the relay.

54. A system for communicating distinctive initiating and restoring influences from a trackway to a moving car thereon inductively through an intervening air gap comprising, an inertnon-magnetized magnetic core on the trackway, a car-carried device cooperating with said core, a source of alternating current on the car, electro-responsive means normally energized from said source and deenergized by the cooperation of said car-carried device with thetrackway' core, said electrores onsive means whenever deenergized remaming in that condition until specially restored, and meansenergized wholly from said car-carried source of current and. including a circuit on the trackway for restoring said electro-responsive means to normal only if said circuit on the trackway is closed,

55. Car equipment for train control systems comprising, a source of alternating current, a normally deenergized and a normally energized two-element alternating current relay, each of said relays having one field elemeans adapted to be influenced from the trackway for independently supplying current from said source to the other field elements of said relays. v

56. An automatic train control system comprising, a normally energized control .relay on a vehicle having its energizing circuit completed through its own front contacts inductive communicating means partly on the vehicle and partly on the track for momentarily deenergizing said relay, and means on the vehicle actuated through an intervening air gap from the trackway and deriving its energy from a vehicle carried source for mo-' mentarily shunting said front contact.

57. In a train control system, the com- 2 bination with car equipment comprising a control stick relay, brake control. apparatus efiective and inefiective as the relay is deenergized andenergized respectively, a pick- 1 up circuitfor the relay, receiving means adapted to be influenced by a trackway field of flux for energizing the pick-up circuit, and a source of magneto-motive force, of traffic controlled trackway devices excited from the source of magneto-motive force ,on the veco hicle for producing a field of flux to efi'ect said receiving means under-clear traflic con- .ditions.

- 58. In a train control system, the combinationw'ith brake control apparatus on a 'vea hicle requiring restoration after each operation, a normally deenergized circuit on the vehicle adapted when energized to-restore said apparatus, and track circuit controlled means partly on the vehicle and partly on the track deriving its energy wholly from a source on a vehicle for causing energization of said circuit, said means acting inductively through an air gap.

59. An intermittent inductlve train control system comprising, in comblnatlon, ve-

- hicle carried mechanism including inductively coupled elements normally coupled together for directenergy transference therebetween, analternating current source connected to one of the coupled elements and a controlled circuit connected to another of the coupled elements, and roadside mechanism including a magnetic member cooperating inductively with the vehicle carried inductively coupled elements when said elements move over and in proximity to saidmagnetic member in the movement of. the vehicle over the roadside. .for decreasing the direct energy transference between said inductively coupled elements.

60. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including inductively coupled coils normally coupled together for 65 direct energy transference therebetween, and

ment connected to said source, and automatic roadside mechanism including an inductorcooperating inductively with the vehicle carried coupled coils when said coils move over and in proximity to said roadside inductor in the movement of the vehicle over the roadside for decreasing the direct energy transference between said coupled coils.

61. An inductive train control system comprising, in combination, vehicle carried mechanismincluding inductively coupled coils normally coupled together for energy transference therebetween, a train control device normally energized by said coils, and road- 7 side mechanism for. effecting the deenergi-. zation and restoratlon of said train control device comprislng an inductor cooperatmg inductiv'ely with the vehicle carried coupled coils when said coils move over and in proximity to said inductor in the movement of the vehicle over the roadside'for-decreasing the eiiective energy transference between said inductively coupled elements to deenergize said device, and inductive means controlled from the roadside for restoring the operation of said train control device.

62. An intermittent inductive train control system comprising, in combination, 'vehicle carried mechanism including inductively coupled elements normally coupled together for energy transference therebetween,

' an alternating current source connected to one of the coupled elements and a controlled circuit connected to another of the coupled elements, and roadside mechanism including spaced magneticmembers cooperating intermittently with the vehicle carried niechanism in the movement of the vehicle over the roadside, each roadside magnetic member cooperating inductively with the vehicle carried inductively coupled elements when said elements move over and in proximity to said magnetic member for decreasing the efiective energy transference between said inductively coupled elements.

63. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including inductively coupled coils normally coupled together for direct energy transference therebetween and having reluctance in the inductive path therebetween, and roadside mechanism including spaced inductors cooperating intermittently with the vehicle carried mechanism in the movement of the vehicle over the roadside, each roadside inductor cooperating induc tivelywith the vehicle carried inductively coupled coils, when said coils move over and in proximity to said roadside inductor for decreasing the direct energy transference betweensaid inductively coupled coils.-

64. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including a source of energy, a train controlling device, an energy transmitting coil connected to said source 0 energy, an energy receiving coil normally inductivelycoupled to said energy transmitting tween said vehicle inductively coupled coils.

65. An inductive train control system-comprising, in combination, vehicle carried mechanism including a source of energy, a train controlling device, an energy transmitting coil connected to said source'of energy, an energy receiving coil normally inductively coupledto said energy transmitting coil for receiving energy therefrom and connected to said train controlling device for normally energizin the same, the said coils being coupled with re uetance in the inductive path therebetween, and roadsidemechanism including-an inductor cooperating inductively with the vehicle carried energy transmitting and receiving coils when said coils moveover and in proximity to said inductor for affecting the direct energy transference between said ve- -hicle inductivelycoupled coils to effectively deenergize and tripsaid train controlling device.

66. An intermittent inductive train control system comprising, 1n combinat on, vehicle carried mechanism lncluding a source of energy, a train controlling device, an energy transmitting coil connectedto said source of energy, an energy receiving coil normally inductively coupled to said energy transmitting coil for directly receiving energy therefrom and connected directly in circuit to saidtrain controlling device, and roadside mechanism including an inductor cooperating inductively with the vehicle carried energy transmitting and receiving coils when said coils move over and in proximity to said inductor for affecting the energy transference between said vehicle inductively coupled coils to effec- :tively deene-rgize and trip said .train controlling device.

67 An intermittent inductive train control system comprising, in combination, vehiclel carried mechanism including an alternating current source of energy, a train controlling device, an energy transmitting coil connected in circuit to sa 1d source of energy, an energy receiving eoil normally inductively coupled to said energy transmitting coil for receiving energy therefrom and connected directly in circuit to said train controlling device for .normally energizingsaid device, and roadside mechanism including spaced magnetic members cooperating intermittently with the vehicle carried mechanism in the movement of the vehicle over the roadside, a roadside magnetic member cooperating inductively carried mechanism including an alternating current source of energy, a train controlling device, an energy transmitting coil connected in circuit to said source of energy, an energy receiving coil normally inductively coupled to said energy transmitting coil for directly receiving energy therefromand connected directly in circuit to said train controlling device for normally energizing said device, and roadside mechanism including spaced inductors cooperating intermittently with the-vehicle carried mechanism in the movement of .the vehicle over the roadside, each roadside inductor cooperating inductively with the vehicle carried coupled coils when said coils move over and in proximity to said roadside inductor for changing the energy transference between said. inductively coupled coils to effectively decrease the current in the circuit to said train controlling device.

69. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including an alternating current source of energ a train controllin device, an energ transmitting coil connected in circuit to sa1 source of energy, an energy receiving coil normally inductively coupled to said energy transmitting coil for receiving energy therefrom and connected directly in circuit to said train controlling device for normally energizin said device, and roadside mechanism inc uding an" inductor cooperating inductively with the vehicle carriedcoupled coils when said coils move over said inductor for changing the energy transference between said inductively coupled coils to effectively deenergiz'e said train con trolling device and trip sa1d vehicle carried mechanism, said vehicle earned and roadside mechanism including vehicle carried and' roadside inductors operated from a vehicle carried source of energy and effective forcarried mechanism including. an alternating current source of energy, a train controlling device, an energy transmitting coil connected in circu t to said source of energy, an energy receiving c011 normally inductlvely coupled to said energy'transmitting coil for receiv- I mg energy therefrom and connected directly in circuit to said train controlling device for normally energizing said device, and roadside mechanism including an inductor cooperating inductively with the vehicle carried coupled coils when said coils move over said inductor for changing the energy transference between said inductively coupled coils to effectively deenergize said train controlling device and trip said vehicle carried mechanism, said vehicle carried and roadside mechanism including a vehicle carried inductor and a roadside inductor operated from said vehicle carried source of energy and effective for restoring thevehicle carried mechanism.

71. An intermittent inductive train control system comprising, in combination, vehicle .carried mechanism including a source of energy, a train controlling device, an energy transmitting coil connected to said source of energy, an energy receiving coil normally inductively coupled to said energy transmitting roadside mechanism including an inductor cooperating'inductively with the vehicle car'- ried coupled coils when said coils move over said inductor for changing the energy transference between said inductively coupled coils to effectively deenergize'said train controlling device and trip said vehicle carried mechanism, and means energized wholly from said vehicle carried source of energy and includingl a circuit on the roadside for restoring sai vehicle carried mechanism only if said circuit v on the roadside is closed. I

In testimony whereof I aflix my signature.

ARCHIBALD G. ,SHAVER.

coil for receiving energy therefrom and coning the vehicle carried mechanism, anda vehicle carried source of energy for operating the said inductors.

. 72. An intermittent inductive train control system comprising, carried mechanism including a source of energy, a train controlling device, an energy transmitting coil connected to said source of energy, an energy receiving coil normally inductively coupled to said energy transmitting 1 coil for receiving energy therefrom and-connected to said train controlling device for normally energizing said device, and roadside in combination, vehicle mechanism including an inductor cooperat- 7 ing inductively with the vehicle carried energy transmitting and receiving coils when said coils move over and in proximity to said inductor for decreasing the direct energy transference between saidvehicle inductively coupled coils and thereby tripping said 'vehicle carried mechanism, and means energized wholly from said vehicle carried source of energy and including a circuit on the roadside for-restoring said vehicle carried mechanism onlyif said circuit on the roadside is closed.

'7 3. An intermittent inductive train control system comprising, in combination, vehicle carried mechanism including an alternating current source of energy, a train controlling device, an energy transmitting coil connected in circuit to said source of energy,

an energy receiving'coil normally inductively coupled to said energy transmitting coil for receiving energy therefrom and connected directly in circuit to said train controlling device for normally energizing said device, and 

